Federal Aviation Administration, DOT

Pt. 60, App. A

extraneous noise from other locations in the
building. Background noise can seriously impact the correct simulation of airplane
sounds and should be kept below the airplane
sounds. In some cases, the sound level of the
simulation can be increased to compensate
for the background noise. However, this approach is limited by the specified tolerances
and by the subjective acceptability of the
sound environment to the evaluation pilot.
(b) The acceptability of the background
noise levels is dependent upon the normal
sound levels in the airplane being represented. Background noise levels that fall
below the lines defined by the following
points, may be acceptable:
(i) 70 dB @ 50 Hz;
(ii) 55 dB @ 1000 Hz;
(iii) 30 dB @ 16 kHz
(NOTE: These limits are for unweighted 1-3
octave band sound levels. Meeting these limits for background noise does not ensure an
acceptable flight simulator. Airplane sounds
that fall below this limit require careful review and may require lower limits on background noise.)
(6) Validation testing. Deficiencies in airplane recordings should be considered when
applying the specified tolerances to ensure
that the simulation is representative of the
airplane. Examples of typical deficiencies
are:
(a) Variation of data between tail numbers;
(b) Frequency response of microphones;
(c) Repeatability of the measurements.

TABLE A2B - EXAMPLE OF CONTINUING QUALIFICATION FREQUENCY RESPONSE TEST TOLERANCE

kpayne on VMOFRWIN702 with $$_JOB

Band center
frequency

Initial results
(dBSPL)

50 .....................
63 .....................
80 .....................
100 ...................
125 ...................
160 ...................
200 ...................
250 ...................
315 ...................
400 ...................
500 ...................
630 ...................
800 ...................
1000 .................
1250 .................
1600 .................
2000 .................
2500 .................
3150 .................
4000 .................
5000 .................
6300 .................
8000 .................
10000 ...............
12500 ...............

Continuing
qualification
results
(dBSPL)

75.0
75.9
77.1
78.0
81.9
79.8
83.1
78.6
79.5
80.1
80.7
81.9
73.2
79.2
80.7
81.6
76.2
79.5
80.1
78.9
80.1
80.7
84.3
81.3
80.7

73.8
75.6
76.5
78.3
81.3
80.1
84.9
78.9
78.3
79.5
79.8
80.4
74.1
80.1
82.8
78.6
74.4
80.7
77.1
78.6
77.1
80.4
85.5
79.8
80.1

Absolute
difference
1.2
0.3
0.6
0.3
0.6
0.3
1.8
0.3
1.2
0.6
0.9
1.5
0.9
0.9
2.1
3.0
1.8
1.2
3.0
0.3
3.0
0.3
1.2
1.5
0.6

TABLE A2B - EXAMPLE OF CONTINUING QUALIFICATION FREQUENCY RESPONSE TEST TOLERANCE - Continued
Band center
frequency

Initial results
(dBSPL)

Continuing
qualification
results
(dBSPL)

16000 ...............

71.1

71.1

0.0

Average ....

....................

......................

1.1

8. ADDITIONAL INFORMATION ABOUT FLIGHT
SIMULATOR QUALIFICATION FOR NEW OR DERIVATIVE AIRPLANES
a. Typically, an airplane manufacturer-s
approved final data for performance, handling qualities, systems or avionics is not
available until well after a new or derivative
airplane has entered service. However, flight
crew training and certification often begins
several months prior to the entry of the first
airplane into service. Consequently, it may
be necessary to use preliminary data provided by the airplane manufacturer for interim qualification of flight simulators.
b. In these cases, the NSPM may accept
certain partially validated preliminary airplane and systems data, and early release
( - red label - ) avionics data in order to permit
the necessary program schedule for training,
certification, and service introduction.
c. Simulator sponsors seeking qualification based on preliminary data should consult the NSPM to make special arrangements for using preliminary data for flight
simulator qualification. The sponsor should
also consult the airplane and flight simulator manufacturers to develop a data plan
and flight simulator qualification plan.
d. The procedure to be followed to gain
NSPM acceptance of preliminary data will
vary from case to case and between airplane
manufacturers. Each airplane manufacturer-s new airplane development and test program is designed to suit the needs of the particular project and may not contain the
same events or sequence of events as another
manufacturer-s program, or even the same
manufacturer-s program for a different airplane. Therefore, there cannot be a prescribed invariable procedure for acceptance
of preliminary data, but instead there should
be a statement describing the final sequence
of events, data sources, and validation procedures agreed by the simulator sponsor, the
airplane manufacturer, the flight simulator
manufacturer, and the NSPM.
NOTE: A description of airplane manufacturer-provided data needed for flight simulator modeling and validation is to be found
in the IATA Document  - Flight Simulator
Design and Performance Data Requirements, -  as amended.

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